Locomotive-engine frame.



PATENTED FEB. 19, 1907.

LOCOMOTIVE ENGINE FRAME.

APPLIUATION kFILED Novze, 1906.

1H: NaRRls PETER: cu., WASHINGTON, n4 c C T. WESTLAKE & AIR. THOMAS.

. frame, and consists in supplementing the con- UNITED STATES CHARLES T. WESTLAKE AND ALBERT PATENT oEEioE.

R. THOMAS, OF ST. LOUIS, MISSOURI,

ASSIGNORS TO DAVIS LOCOMOTIVE I/VHEEL COMPANY, OF ST. LOUIS, MISSOURI, A CORPORATION OF DELAWARE.

LOCOIVIOTIVE-ENGINE FRAME.

Specification of Letters Patent.

Patented Feb. 19, 1907.

Application filed November 26. 1906. Serial No. 345,213.

"To all whom it may concern;

tion.

Our invention relates particularly to the front end sill or pilot-beam and pony-truck of a locomotive-engine frame and is in the nature of an improvement on the United States Letters Patent granted to Clarence H. Howard April 24, 1906, No. 818,448, for an improvement in locomo tive-engine frames.

' Our invention has for its object to provide a strong and iirm guide-bearing for the center or pivot post of the pony-truck used for supporting and steadying the forward overhanging end portion of a locomotive-engine struction of the front end sill and its combined parts, as described in the said patent, with a suitable guide-bearing for the said post, combined with other features of novelty, as hereinafter describedand claimed, reference being had to the accompanying drawings, forming part of this specification, whereon" n Figure 1 is a top plan view of our improved end sill and combined parts as applied to a locomotive-engine frame having a forward pony-truck; Figs. 2 and 3, a front and end elevation, respectively, thereof 5 and Figs. 4 and 5, a vertical, longitudinal, and transverse section through the same on lines 4 4 and 5 5, respectively, in Fig. 1.

Like letters and numerals of reference denote like parts in all the figures.

a represents our improved end sill or pilotbeam, which in the present case is boxshaped in cross-section with its top and bottorn walls parallel to each other and the whole with its adjuncts composed, preferably, of cast-steel integral throughout; but the end sill a may be of any other suitable shape in cross-section, such as channel, I, or T shaped, and either straight longitudinally at the top and bottom, as shown, or otherwise, as desired. 1 f

The end sill a is adapted to bear at its rear side against the ends of the longitudinal metallic beams b of the engine-frame, as indicated by dotted lines, and from the rear side of the end silla between the beams b projects a bracket or brace c, preferably rectangular in tap plan, which is in the plane of and integral with the end sill a, the bracket c in the'present case consisting of two opposite side pieces 1, united to each other at the inner free end of the bracket c' by a crosspiece 2 and adapted to bear along their outer faces against the inner faces of the framebeams b, to which they'are rmlyfixed by bolts (or rivets) 3, as indicated by dotted lines in Fig. 1. Furthermore, the side pieces 1 are preferably formed at the bottom with outwardly-projecting lianges 4, which are adapted to bear against the under side of the frame-beams Z2 and are fixed thereto by bolts 3,(or rivets,) as indicated by dotted lines in Figs. 3 and 5.

The side and end pieces l and 2 are united to each other at the middle of their depth, or thereabout, and to the corresponding part of the end sill a by a horizontal web 5, having at a suitable distance from the end sill a, in central alinement with the longitudinal center of the engine-frame and bracket c, a circular (or other suitably shaped) hub or boss 6, which projects, preferably, above and below the web 5 and is further united to the end sill a and pieces 1 2 by ribs 7. Vertically through the hub 6 at the said center is formed a preferably circular opening 8, which is adapted to form a guide-bearing for the upright center or pivot-post 9 (indicated by dotted lines in Fig. 4) of the pony-truck of the engine-frame.

From the under side of the end sill a and web 5 of the bracket c depend two opposite and parallel upright webs 10, (one on each side of the said centen) having upright lugs or stops 10/ and otherwise adapted on their inside faces to form a pocket or housing for the springs l1, follower-plates l2, and yoke 13 of a suitable draft-gear, such as that indicated by dotted lines in Figs. 1 and 2, whereby the draw-bar 14 is enabled to pass from the said housing beneath the end sill a in IOO Gail

lieu of through an opening formed therefor through the end sill, as described and claimed. in the said patent, anzi so maintains the maximum strength of the end sill (L at its middle portion. It is to be here note/fi. that the end sill (L, bracket c, having the guidebearing 6 and bottom Ilanges 4, ansi the aepending webs 10 with their appurtenances forming the draw-bar pocket or housing are integral throughout, whereby the engineframe is renrlerezl more rigid and a solii support proviilel i'or its 'forward overhanging portion, which is desirable when rounziing curves at high speezil tor guiling and steadying the boiler and engine between the rails ol the track.

By the use of the bottom [langes 4 on the siile pieces l o'l2 the bracket c any vertical strain transmitted to the ponytruck passes initially Afrom the engine-'haine to the :flanges 4 and thence through the bracket c, there 'U relieving the horizontal bolts 3 through the side pieces 1 from shearing strain.

No do not limit ourselves to the particular cross-section and conriguration of the bracket c and its appurtenances as described, as these may be variezi 'for eniboiiying a suitable guide-bearing for the center post o'l the ponytruck in combination with the end sill and its attachment to the longiturlinal beams oi' the engine-frame without departure 'from the principle and object of our invention.

W hat we claim as our invention, and flesire to secure by Letters Patent, is-

ln a loccmotive-engine 'lranie having a ponyntruck at one enti, the combination with the iongituriinal beams olf the saidv iranie, ol' a 'metallic enti sill adapted to bear against the ends of the saiii beams, a bracket iirojecting rearwardly from, anal integral with the onu sill, and adapten to bea-r laterally against the sai l beams, the saiii bracket having an onen ing therethrough adapted to torni a guiziebearing for' the center post of the said truck. webs ziepenfient from and :integral with the saiii sill anti bracket, anil ailapteii to il'orni a housing 'for suitable (tratt-gear having its raw-bar projecting 'from the sai;i liousing beneath the enzl sill, anu means 'lier `lining the bracket to the sain! beams, substantially as f liescribezl.

.ln testimony whereof we have signori our names te this specification in the presence ol' two subscribing witnesses.

CHARLES T. lESTLi'LHlG. ALBERT R. TllOil'lAt,

7i tnesscs.

EDWARD W. FAimELL, J', M. PFLaGnn. 

